Pilot director



Jan; 11, 1938. H. .B. mcsus 2,105,148

. PILOT DIRECTOR Original Filed Feb. 3, 19:0 1 2 Sheets-Sheet 1/////////m 551? WWW INVENTOR Jan. 11,1938; H.'B. meus r 5 1 VPILOTnmmczroa 4 ori inal Filed Feb. 8, 1930 2 Sheets-Sheet 2 Patented Jan.11, 1938 PATENT OFFICE PILOT DIRECTOR Henry B. Inglis, Fenton, Mich.

Original application February 8, 1930, Serial No. 426,808. Divided andthis application January 15, 1935, Serial No. 1,971

8 Claims,

The present invention relates to the general class of computingmechanism and more specifically to mechanisms in combination with aprocess of sighting optical means for computing data for the aiming ofprojectors. It is a division of my former application, Serial No.426,808, filed February 8, 1930, in which I have described an improvedinstrumental means for the guidance of the pilot of. aircraft. I

It is an object of my invention to supply a device whereby the course ofan aircraft may be readily directed by a bomber or navigator remotelylocated from the pilot flying said aircraft.

It is a further object of my invention to pro- 1 vide a novel azimuthdirecting system whereby the course of an aircraft bomber may be quicklyand effectively brought into coincidence with the plane of the target.

With the foregoing and other objects in view,. which will appear as thedescription proceeds,

the invention consists of certain new and novel improvements in pilotdirectors which will be hereinafter more fully illustrated and describedin the accompanying drawings and more specifically pointed out in theappended claims.

Referring to the drawings, in which numerals of like character designatesimilar parts throughout the several claims:

Fig. 1 is a wiring diagram of the remote control portion of the pilotdirector.

Fig. 2 is a slightly tilted side elevation in partial cross-section ofthe indicating instrument.

Fig. 3 represents a plan view of the indicating instrument, in partialcross-section.

Fig. 4 shows the face of the indicating instrument. V

Fig. 5 is a wiring diagram of the indicating portion of the pilotdirector.

Fig. 6 is a face view of the hombers directional control.

Fig. 7 is a cross-sectional view of Fig. 6. Fig. 8 shows the three camfaces of Fig. 7. Referring to Figs. 2 and 3, l is a reference pointerand2 is a second lubber pointer registering relatively in azimuth andmovable about a vertical axis VV passed thru a housing 3,

secured to an aircraft by means of a panel 40 and screws M. Thereference pointer I is fixed to a gimbal ring 4 of a directionalgyroscope 58. The gyroscope 58 is pivoted on bearings 5 and 6 such thatthe axis V--V intersects the longi-' tudinal axis Z--Z of the housing 3.In the ring '4, on lateral axis Y-Y perpendicular to and intersectingthe axis V-V, is pivoted a housing 5 l in which the gyroscope rotor nothere shown revolves about horizontal axis X-X, which intersects and liesat right anglesto the axes V-V and Y-Y. This relation of the three axesconstitutes well known universal suspension of a gyroscope, but unlikethat of the reticule stabilizer gyroscope, which is pendular andvertical seeking, I make the pilot director gyroscope neutral, i. e.,the three axes intersect the center of gravity of the gyro housingassembly so that rolling, pitching and accelerations of the craft haveno tendency to move axis X-X out of parallelism with whatever directionit may have when released from locked engagement with the housing 3. Therotor may be secured to the armature of an electric motor. It will beseen that when the axis X-X is free, as shown in Figs. 2 and 3, i. e.,apin ll forming an extension of the rotor housing I is not caged withrespect to a cone. 8. Thus any rotation of. the craft about axis YY, asin pitching or climbing, rotates the whole instrument assembly aboutY-Y, with the exception of the rotor housing I and no relative movementis caused between the reference pointer l and the lubber pointer 2; butany turn of the craft in azimuth, about axis V-V; rotates the assemblyincluding lubber pointer 2, while the gyroscopic stabilization of theaxis XX holds the ring 4 and attached reference pointer I from rotating,hence the lubber pointer 2 moves with reference to reference pointer Iexactly corresponding to the degree of turn of the craft in azimuthonly. Figs. 2 thru 4 illustrate relative movement of the lubber pointer2 in a craft .turn to the left, as 6.

Unless a solenoid 9 be energized to pull the plunger of. which the cone8 is a part, into the uncaged position shown in Figs. 2, 3 and 5, the

axis X-X is caged in coincident alignment with the axis Z-Z of thehousing 3 by a spring Ill which pushes the cone 8 against the pin H. The

pilots index to which he holds the reference pointer l, by ruddering hiscraft, is attached to a worm wheel l2, and is displaceable in azimuthrelation to the housing 3 by motive drive of a worm l3 anda shaft l4.

The worm I3 is meshed with the worm wheel 12 so long as the cone 8 isheld free of the pin ll, until either the reference pointer l or thelubber pointer 2 moves to right or left of the axis Z--Z, as viewed inFig. 3, through some limiting are such as 15, where the lubber pointer 2pushes one of a pair of limit contacts l5 and I! or is and I8, causingautomatic centering of both the reference pointer and lubber pointer 2.Wirlubber pointer 2, which always constitutes the ing diagram Fig. 5,shows how this may be accomplished. The limit contacts are electricallyconnected in parallel with contacts l9 and 20, and in series with arelay, 2|, a battery 22, and contacts 23 and 24. A spring 25 normallyholds an armature 26 in the position shown, in which contacts l9 and 20are open, and contacts 21 and 28 are closed. The latter complete thecircuit through the uncage solenoid 9 in series with a battery 22 andswitch 34. The energized solenoid holds the cone 8 free of the pin H asshown in Figs. 2 and 3. But whenever either the reference pointer I orthe lubber pointer 2 closes either pair of contacts at the limitingswing, the relay 2| is energized, pulling the armature 26 to breakcontacts 21 and 28, thus deenergizing the solenoid 9 allowing the spring10 to cage axis XX in coincident alignment with axis ZZ, centering thelubber line 2; while a lug 30 forming a part of the cone 8, at the endof the spring caging stroke, impacts a lug 3| (shown in Fig. 2) of theworm bearing assembly, to force the worm l3 out of mesh with the wormwheel 12, allowing spring 32 (Fig. 3) to center the lubber pointer 2.

The bumper contacts 21 and 28 will be opened at the beginning of thecaging stroke, hence to hold the relay armature 26 in open position ofcontacts 21 and 28 until the caging is completed, the relay circuitby-passes through the contacts l9 and 20, as soon as they close, and thearmature remains in position of open contacts 21 and 28 until the end ofthe caging stroke, when the cone lug 30 forces contacts 23 and 24 apart,breaking the relay energizing circuit and allowing the spring 25 toforce the armature 26 up to again close contacts 21 and 28 andre-energ'ize solenoid 9, causing uncaging of the reference pointer l;and also allowing the spring 33, shown in Fig. 3, again to mesh the wormi3 with the worm wheel i2. Thus any motive displacing of the lubberpointer 2, in accord with the bomber's control manipulation, and anyturning of the craft indicated by movement of the lubber point er 2relative to the reference pointer I, is interrupted but momentarily, andeven then only in case either the reference pointer l or the lubberpointer 2 has departed from axis ZZ by the limiting arc. If the entirealignment is done without exceeding such a limiting turn of craft axisZ1Z1, lying parallel to axis ZZ or rotation of the bomber's sight, whichoccurs simultaneously and in synchronized relation with the lubberpointer 2, then this centering action will not occur.

A working embodiment of the bomber's control is illustrated in Figs. 1and 6 thru 8. It is comprised essentially of a manual control lever 35,displaceable to right and left of a neutral position marked 0. The lever35 actuates a motor device to change the relative speeds and directionsof rotation of the shaft l4 and is displaceable in three selectivecombinations. The means illustrated comprises a simple commutator andcontact brush, wired as shown in Fig. 1, for changing the direction ofrotation of a reversible motor 36. A set of tumbler gears, as shown inFigs. 6 thru 8, are provided for changing the ratio between the shafts31 and 38 which are in turn connected by flexible shaft drive to themotor 36 for effecting rotation of the bomb sight and the shaft l4forming part of the pilot director shown in Figs. 2 thru 5.

Fig. 7 is a left side view of the assembled control in which 39represents in section, a suitable frame attached to the craft body orfor concombinations, for clarity separated, but come-' sponding to likenumeraled parts of Fig. 7, side view.

Cams 42, 43, and 44, commutator brush 45, hub and control lever 35, areall fixed to shaft 46 and the cam notches are designed to push therollers of the tumbler gear carrying arms 41, 48, and 49 so that onlyone gear combination I, II or III is meshed at a time between shafts 31and 38 which corresponds to I, II or III control positions.

If the control be centered at 0, all the cam axes marked 0 rotateto the60 lines at the rollers, throwing combinations II and III out of mesh.It is not necessary to throw combination I out of mesh as brush 45 isthen on the insulated neutral are 50 and the motor drive of gear S isstopped.

The operation of the system will be clear by considering the gearS,-shaft 31, (Fig. 6) as driven through any suitable connection by themotor 36 (Fig. 1) which also rotates the directional plane of sighting;and shaft 38 to be connected by any suitable means as flexible shafting,to shaft 14 (Fig. 3). Thus if the gear ratio between shafts 31, 38 wereone to one, the lubber pointer 2 would be motive deflected the samedegree as rotation of the sight. But the three control positionsselectively mesh three different ratios between shafts 31 and 38,corresponding to the direction of sight rotation and controlled by themanual control lever 35.

Thus, if the control be pushed to position III to the right as in Fig.6, the brush is on commutator segment 5| connected to motor 36 (see Fig.1), causing the shaft 31 to drive gear S in the direction of the arrowadjacent thereto corresponding to rotation'of the sight to the right,corresponding to push of the lever 35 to the right and concurrentlymeshing gear train III (of Fig.

. 8), driving gear A3, shaft 38, in the direction of into coincidencewith reference pointer I, will turn thecraft axis 1V; while the sight isrotated 1 to the right relative to the craft body, but 2% (=1 plus 1 /3)to the right relative to the ground.

The gear ratios and relative directions of rotation chosen forcombinations H and I are tabulated in my application, Serial Number426,808, filed February 8, 1930.

Resistances 53 (Fig.1) may be used if it is desired to vary the rate ofmotive drive for the three combinations. The ratios above assumed arearbitrarily chosen, as meeting average conditions, but exact values areunimportant, as alignment is accomplished by effecting turns of thecraft definitely related to the degree of azimuth rotation of the sight.

Each time the bomber puts the control at neu- I tral when the sightintersects or nearly intersects the target, the turning of the craft ishalted ,on a straight course which the pilot is ill enabled to hold bythe exact automatic deviation of the lubber pointer 2, Fig. 4, relativeto the stabilized reference pointer l in accord with every deviation ofthe craft from a straight or zero index heading. This intermittentmomentary stopping between turns on a straight course has the advantagethat the bomber can with precision note target drift due to misalignmentof the course, independent of apparent drift, which would be introducedby turning of the craft and the sight with it during the observation.

Starting the alignment when the craft reaches a predetermined position,the bomber. closes switch 34 (Fig. 5), thus spinning the gyro rotor incase I and unlocking the reference pointer I,

also meshing worm I 3 with the worm'wheel l2.

The direct gyroscopic stabilization of reference pointer I without anytransmission lag, in combination with motive deflected lubber pointer 2,provides continuous, instant, and exact indication of craft deviation inazimuth from the zero heading, and independent of bombers manipulationand one devoid of any fluctuation of indication due to manual holding.The positive interconnectiori betweenthe lubber pointer 2 deflection andthe sight rotation, provides the bomber with instant movement of thesight corresponding to the pilots turning of the craft,

and provides the pilot witha turn signal exactly corresponding in acertain ratio to the turn of the sight observed by the bomber.

The separate control of motive rotation of the directional plane ofsighting and of motive rotation of therange sight in that plane, each indirections corresponding to the apparent resulting movement of thesighting reticules, enables either synchronization or alignment to beadjusted in an instinctive manner each without interfering with theadjustment of the other.

I claim:

1. In a pilot director for aircraft the combination with a directionalgyroscope, of ahousing for mounting said gyroscope, a verticallyextending pointer fixed to said gyroscope and controlled in azimuththereby such thatthe apex thereof lies immediately beneath thelongitudinal axis ofthe gyro rotor, a platform rotatably secured to saidhousing coaxial with the vertical axis of said gyroscope but mountedindependent thereof and having a lubber pointer protrudingtherefromadapted to register with said first pointer, means for rotatablyadjusting said platform and lubber line with respect to said housing, awindow in said housing for exposing said pointers through apredetermined angle and means for automatically realigning said pointersinto a predetermined position with respect to said housing uponattainment of maximum clockwise or maximum counterclockwise gyroscoperotation relative to said housing.

2. In a. pilot director for aircraft the combination with a directionalgyroscope, of a housing for mounting said gyroscope, said housing havinga longitudinal axis, a vertically extending pointer fixed to saidgyroscope and controlled in azimuth thereby such that the apex thereoflies immediately beneath the' longitudinal axis of the gyro rotor, saidaxes normally lying in a common vertical plane, a platform rotatablysecured to said housing coaxial with the vertical axis of said gyroscopebut mounted independent thereof and having a lubber pointer adapted tobe adjusted into and out of registration with said first pointer, meansfor rotatably adjusting said platform and said lubber line with respectto said housing, a window in said housing for exposing throughapredetermined angle said pointers to either side of the longitudinalaxis of said hous ing, and means for automatically disconnecting saidplatform adjusting means from said platform and simultaneouslyrealigning said first pointer and associated lubber pointer into planalignment with the aforesaid longitudinal housing axis upon attainmentby said pointers of predetermined angular deviation either side of theaforesaid housing axis.

3. In an instrument, a direction indicator, a signaling indicatoradapted to be displaced from a predetermined starting positioncorresponding to the starting position of said direction indicator inthe same or in opposite sense to the direction of indication of saiddirection indicator, and means simultaneously zeroing both indicatorsupon predetermined angular movement in either direction of saidsignaling indicator from its initial position.

4. In an instrument, a direction indicator, a signaling indicatoradapted to be displaced, at will, from a predetermined starting positioncorresponding to the starting position of said direction indicator inthe same or in opposite sense to the direction of indicationof saiddirection indicator, and means simultaneously zeroing both indicatorsupon predetermined angular movement in either direction of saidsignaling indicator from its initial position.

5. In an instrument having a housing, a gyro direction indicator carriedby said housing, a signaling indicator within said housing adapted to bedisplaced, at will, from plan coincidence with the longitudinal axis ofsaid housing, and means simultaneously zeroing both indicators uponpredetermined angular movement in either direction of said signalingindicator from plan coincidence with the aforesaid housing axis; 6. Apilot director for aircraft comprising in combination a direction deviceincluding indicating means fixed thereto, a platform rotatableindependent of said direction device including a second pointer adaptedto register with said first pointer, means for shifting said secondpointer in azimuth to signal change in aircraft cours'e, and means forsimultaneously returning said device and pointers into registration in apredetermined position upon predetermined azimuth displacement of saidsecond pointer relative to said first mentioned pointer.

'7. A pilot director for aircraft comprising in ing a second pointeradapted to register with said first pointer, means for shifting saidsecond pointer in azimuth, means for simultaneously returning saiddevice and pointers into registration in a predetermined position uponpredetermined relative azimuth displacement of said pointers, and awindow'within said housing for observing relative angular travel of saidpointers.

8. A pilot director for aircraft comprising in combination a directionalgyroscope including a pointer fixed thereto, a. housing for mountingsaid directional gyroscope, a platform rotatably mounted in said housingin co-axial relation with 10 but independent of said directionalgyroscope and 'said pointers, and a window within said housing forobserving relative angular travel of said pointers.

HENRY B. INGLIS.

